ATPL theory questions
Start by converting 5 nm/cm at the Equator into nm/inch
There are approximately 2.54 cm in an inch so multiplying 5 nm by 2.54 gives 12.7 nm/inch at the Equator.
Then use the following equation to calculate the distance per inch at 44 degree latitude.
Distance at B = ( Distance at A x Cos B) / Cos A
Where A and B are latitudes.
Using A = 0 latitude at the Equator and B = 44 degrees latitude we have
Distance at 44 degrees = (12.7 nm x Cos 44) / Cos 0
Distance at 44 degrees = 9.14 nm
So the scale at 44 degrees is 9.14 nm/inch
There are approximately 2.54 cm in an inch so multiplying 5 nm by 2.54 gives 12.7 nm/inch at the Equator.
Then use the following equation to calculate the distance per inch at 44 degree latitude.
Distance at B = ( Distance at A x Cos B) / Cos A
Where A and B are latitudes.
Using A = 0 latitude at the Equator and B = 44 degrees latitude we have
Distance at 44 degrees = (12.7 nm x Cos 44) / Cos 0
Distance at 44 degrees = 9.14 nm
So the scale at 44 degrees is 9.14 nm/inch
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Thank God I passed my UK CAA ATPL, many years ago
I would never pass muster these days....
I seriously wonder just what practical benefit these questions actually give to the human race.
I am impressed that my replacement in a few years time will actually have passed these hurdles.
Good luck guys and gals.
I seriously wonder just what practical benefit these questions actually give to the human race.
I am impressed that my replacement in a few years time will actually have passed these hurdles.
Good luck guys and gals.
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Haha. Absolutely true. Well there are more questions that are totally useless.
I was actually wondering if there are any pilots who use Grid Navigation in there daily life as a pilot?
Sunrise / Sunset times. Stuff like that.
I am also very happy that I passed all exams first Attempt few weeks ago. Nav. With score 94%.
Had also some of these converting questions of scale. And actually it is not very hard, but you have to see how it works. Since I am from the Netherlands, I always converted it to Metric, and from there find out the scale. Scored 100% on that part.
I was actually wondering if there are any pilots who use Grid Navigation in there daily life as a pilot?
Sunrise / Sunset times. Stuff like that.
I am also very happy that I passed all exams first Attempt few weeks ago. Nav. With score 94%.
Had also some of these converting questions of scale. And actually it is not very hard, but you have to see how it works. Since I am from the Netherlands, I always converted it to Metric, and from there find out the scale. Scored 100% on that part.
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You'd be surprised. I'm using convergency/change of longitude all the time in my head.
Sunrise/sunset, too, although I don't use the almanac, just the GPS
Sunrise/sunset, too, although I don't use the almanac, just the GPS
.
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Hi
Q. For which of the following is a flight plan, in accordance with Annex 2, to be submitted?
a) Any flight crossing an IFR boundary
b) Any IFR flight in class F airspace
c) Any flight in controlled airspace
d) Any flight more than 40 km from the coast
b) marked correct but whats wrong with (a) or (c).
Thanks
Q. For which of the following is a flight plan, in accordance with Annex 2, to be submitted?
a) Any flight crossing an IFR boundary
b) Any IFR flight in class F airspace
c) Any flight in controlled airspace
d) Any flight more than 40 km from the coast
b) marked correct but whats wrong with (a) or (c).
Thanks
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According to 3.3.1.2 c) of ICAO Annex 2, a flight plan is required for "any flight across international borders", however there is no such thing as an "IFR boundary"; hence, answer a) is wrong.
Answer c) is wrong because a flight plan must be filed for "any flight or portion thereof to be provided with air traffic control service" (3.3.1.2 a) of ICAO Annex 2), not for any flight within controlled airspace. Think of VFR flights in airspace class E - controlled airspace, but no clearance or flight plan required.
Answer c) is wrong because a flight plan must be filed for "any flight or portion thereof to be provided with air traffic control service" (3.3.1.2 a) of ICAO Annex 2), not for any flight within controlled airspace. Think of VFR flights in airspace class E - controlled airspace, but no clearance or flight plan required.
Last edited by hvogt; 25th Jul 2013 at 06:55.
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Thanks hvogt
May I also ask you:
In an advisory airspace, IFR traffic using the advisory service will be separated from other participating IFR traffic using the advisory service.
Is this universal or specific to Europe?
All the references I've seen just say that separation provided is between IFR flights and don't mention whether they are participating or not.
Thanks
May I also ask you:
In an advisory airspace, IFR traffic using the advisory service will be separated from other participating IFR traffic using the advisory service.
Is this universal or specific to Europe?
All the references I've seen just say that separation provided is between IFR flights and don't mention whether they are participating or not.
Thanks
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Haroon
The term "separation" is somewhat relative when used with air traffic advisory service because this service will not issue clearances, it will only give advice and suggestions. Needless to say, separation based on such suggestions can only be achieved between aircraft which are known to the unit providing them. In other words, aircraft which are not "participating" cannot be separated. Keep in mind that ICAO permits IFR flights in airspace class F without clearance, so in airspace class F there might be a wild mix of IFR and VFR flights known or unknown to the air traffic services unit in charge.
As for your question concerning universal or European application of the respective rules, each state will have its own rules, some do not even have class F airspace (Denmark and Chile if I'm not mistaken), others might not provide air traffic advisory service at all but offer flight information service instead. Here in Germany, for example, IFR flights in airspace class F are subject to an ATC clearance and there will never be more than one IFR flight at the same time in the same airspace.
The term "separation" is somewhat relative when used with air traffic advisory service because this service will not issue clearances, it will only give advice and suggestions. Needless to say, separation based on such suggestions can only be achieved between aircraft which are known to the unit providing them. In other words, aircraft which are not "participating" cannot be separated. Keep in mind that ICAO permits IFR flights in airspace class F without clearance, so in airspace class F there might be a wild mix of IFR and VFR flights known or unknown to the air traffic services unit in charge.
As for your question concerning universal or European application of the respective rules, each state will have its own rules, some do not even have class F airspace (Denmark and Chile if I'm not mistaken), others might not provide air traffic advisory service at all but offer flight information service instead. Here in Germany, for example, IFR flights in airspace class F are subject to an ATC clearance and there will never be more than one IFR flight at the same time in the same airspace.
Last edited by hvogt; 26th Jul 2013 at 06:58. Reason: typo
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If there is sufficient time for information to be disseminated by other means, a NOTAM is not issued. What is the time limit?
2 days
28 days
14 days
7 days Marked Correct
i cant find any reference for this, can someone help pls
thanks
2 days
28 days
14 days
7 days Marked Correct
i cant find any reference for this, can someone help pls
thanks
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Hi standing by for the answer regarding the previous question (post #374).
Got some more:
1) What documentation is required by persons travelling by air, for entry into a state?
Passport and visa
Passport and confirmation of inclusion on the general declaration passenger manifest
The same as would be required if the person arrived by ship
Passport, visa and any necessary health documentation (vaccination certificates)
Why not the first option or the last option?
2) Who is responsible for setting into movement the Alert Phase?
ATC and the FIR
The State and ATC
The Area Control and the RCC
RCC and the FIR
Do they mean FIC? Why not the first option?
:arrow: Which of the following applies to general declaration?
Accepted orally for crew or passenger baggage
Accepted orally for crew baggage
Accepted orally for passenger baggage
Never accepted orally
Cant find a reference to this one!
thanks
Got some more:
1) What documentation is required by persons travelling by air, for entry into a state?
Passport and visa
Passport and confirmation of inclusion on the general declaration passenger manifest
The same as would be required if the person arrived by ship
Passport, visa and any necessary health documentation (vaccination certificates)
Why not the first option or the last option?
2) Who is responsible for setting into movement the Alert Phase?
ATC and the FIR
The State and ATC
The Area Control and the RCC
RCC and the FIR
Do they mean FIC? Why not the first option?
:arrow: Which of the following applies to general declaration?
Accepted orally for crew or passenger baggage
Accepted orally for crew baggage
Accepted orally for passenger baggage
Never accepted orally
Cant find a reference to this one!
thanks
Last edited by Haroon; 5th Aug 2013 at 09:11.
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That about visa Passport.
Its a useless question.Like most questions in AL and OPS. Just remember.
Have also question about, what is MIN age of a Cabin Crew? So as you can see. These kind of questions you should just remember. There is no logic why you should know that.
Questions about seperation , those are usefull , and signs, colours etc.
Its a useless question.Like most questions in AL and OPS. Just remember.
Have also question about, what is MIN age of a Cabin Crew? So as you can see. These kind of questions you should just remember. There is no logic why you should know that.
Questions about seperation , those are usefull , and signs, colours etc.
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No logic needed in AL and OPS.
Other subjects, yes then you should definetely understand that theory, So not only QB but also study your books. Otherwise its hard to get through the exams. But AL and OPS are very dry stuff.
Other subjects, yes then you should definetely understand that theory, So not only QB but also study your books. Otherwise its hard to get through the exams. But AL and OPS are very dry stuff.
Last edited by P40Warhawk; 5th Aug 2013 at 17:01.
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Hi guys
I've got this one here:
Flight time 03:30
Reserve fuel shouldn't be less than 25% of the trip fuel
Block fuel:260 kgs
Taxi. :10 kgs
How many kgs of fuel should remain after 2 hours?
Any help is appreciated,i'm looking for an easy method to solve this kind
I've got this one here:
Flight time 03:30
Reserve fuel shouldn't be less than 25% of the trip fuel
Block fuel:260 kgs
Taxi. :10 kgs
How many kgs of fuel should remain after 2 hours?
Any help is appreciated,i'm looking for an easy method to solve this kind
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Take-off fuel is block fuel (260 kg) minus taxi fuel (10 kg), i.e. 250 kg.
Reserve fuel must not be less than 25 % of the trip fuel, so reserve fuel is (250 kg / 125) · 25 = 50 kg.
Trip fuel is take-off fuel minus reserve fuel, i.e. 250 kg - 50 kg = 200 kg.
After 2 hours of a 3.5 hours’ flight, 2/3.5 of the trip fuel are burnt: 2/3.5 · 200 kg ≈ 114 kg. The remaining trip fuel is hence 200 kg - 114 kg = 86 kg. The 50 kg reserve fuel must not be forgotten, so remaining fuel in tanks is 86 kg + 50 kg = 136 kg.
Reserve fuel must not be less than 25 % of the trip fuel, so reserve fuel is (250 kg / 125) · 25 = 50 kg.
Trip fuel is take-off fuel minus reserve fuel, i.e. 250 kg - 50 kg = 200 kg.
After 2 hours of a 3.5 hours’ flight, 2/3.5 of the trip fuel are burnt: 2/3.5 · 200 kg ≈ 114 kg. The remaining trip fuel is hence 200 kg - 114 kg = 86 kg. The 50 kg reserve fuel must not be forgotten, so remaining fuel in tanks is 86 kg + 50 kg = 136 kg.
Last edited by hvogt; 18th Aug 2013 at 08:31. Reason: grammar
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The simple way, least calculator hit (other methods are available) I teach my students is:-
Take-off fuel / Total flight time * Time remaining.
250 / 3.5 * 1.5 = 107 kg.
The question usually says 25% reserve of REMAINING trip fuel, which means the actual amount of reserve fuel required is decreasing as the flight progresses and would be zero on arrival.
As this question didn't ask for a split of trip & reserve the answer is 107 kg (assuming it meant REMAINING). However to split 107 / 1.25 (back work 25%) = 86 kg trip and reserve would be 21 kg which is 25% of 86 kg.
This is a proportion question and the old whiz wheel excels at this problem.
Take-off fuel / Total flight time * Time remaining.
250 / 3.5 * 1.5 = 107 kg.
The question usually says 25% reserve of REMAINING trip fuel, which means the actual amount of reserve fuel required is decreasing as the flight progresses and would be zero on arrival.
As this question didn't ask for a split of trip & reserve the answer is 107 kg (assuming it meant REMAINING). However to split 107 / 1.25 (back work 25%) = 86 kg trip and reserve would be 21 kg which is 25% of 86 kg.
This is a proportion question and the old whiz wheel excels at this problem.
Last edited by RichardH; 18th Aug 2013 at 14:18.
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The question usually says 25% reserve of REMAINING trip fuel, which means the actual amount of reserve fuel required is decreasing as the flight progresses and would be zero on arrival.
Your theory would say, that after landing, you can have zero final reserve, which you surely know is not true.
So after my calculations, the result is also 136.
Please, anyone correct me if I`m wrong.
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This type of question has always caused issues like this as it is a fuel related question but not fuel policy directly.
It's really a light aircraft fuel question where a reserve of REMAINING trip is perfectly okay, though strange to get your head around especially landing in THEORY with no reserve, but of course you started with that 25% and assuming nothing happened then that reserve would be intact on landing.
Questions similar to this have never mentioned FINAL RESERVE as I should agree with you if it did. Trust me with years of instructing experience and knowing what the examiners are after this is a proportion question not fuel policy knowledge, though perhaps not the best way to test it by ignoring the "rules". The examiners are basically saying with inaccurate fuel gauges the reserve is set at 25%, you don't know how that is split.
It's really a light aircraft fuel question where a reserve of REMAINING trip is perfectly okay, though strange to get your head around especially landing in THEORY with no reserve, but of course you started with that 25% and assuming nothing happened then that reserve would be intact on landing.
Questions similar to this have never mentioned FINAL RESERVE as I should agree with you if it did. Trust me with years of instructing experience and knowing what the examiners are after this is a proportion question not fuel policy knowledge, though perhaps not the best way to test it by ignoring the "rules". The examiners are basically saying with inaccurate fuel gauges the reserve is set at 25%, you don't know how that is split.